Stoker



N. M. LOWER Sept. 5, 1933.

STOKER 2 Sheets-Sheet l Filed' Oct. 29. 1928 N. M. LOWER Sept. 5, 1933.

STOKER 2 Sheets-Sheet 2 Filed Oct. 29, 1928 ,Wsvk

. y y .l

#VVE/V70@ www @0% Patented Sept. 5, 1933 s'roKEa Nathan M. Lower, Bellevue, Pa., assignor to The Standard Stoker Company, Incorporated, a

corporation of Delaware Application October 29,

1928. Serial No. 315,631

l y s claims. (c1. 11o-10i) tender unit or trough of the stoker which is This invention relatesto mechanical stokers for locomotives of the type that transfers the fuel from the tender into the firebox through the lower portion of the fire door opening by a lscrew conveyor, but it is not limited to locomoives.

An object of the invention is the provision of a telescopical stoker tender unit to facilitate the increasing length of the Stoker conduit -when 1oo the locomotive travels on a curve and the delcreasing length ofthe stoker'conduit caused by the expansion of lthe boiler.

Another object of the invention -is the provision of a Stoker discharge box constructed so that uid jets are directed at the rear corners of the rebox.

Other objects and advantages of -the inven tion willI appear from the following description and appended claims, taken in connection with the accompanyin drawings, in which:

Fig. 1 is a vertical sectional view taken on the center-line of the locomotive and tender, with the invention in part section, showingthe invention as applied thereon. g

Fig. 2 is a vertical cross sectional view of the tender and stoker tender unit taken on line 2--2 of Figure 1, illustrating an adjustable crusher. The Stoker tender unit is shown in this view applied to an old tendei` that has been made self-cleaning, the side sloping plates of the fuel bunker being added to the tender.

Fig. 3 is a view of the forward end of the tender and stoker tender unit, showing the stoker driving engine secured to the stoker tender unit.

Fig. 4 is a part sectional plan view of the stoker tender' unit, showing a four gear reduction at the rear end and the stoker driving engine secured at the forward end.

Fig. 5 is a vertical cross section of the tender looking at the rear end of the Stoker tender unit with the gear box cover removed and illustrating the method of supporting the stoker tender unit.v The stoker tender unit is shown, in this view, applied to a tender that has been built to be equipped with a stoker. The Stoker tender unit is secured to` the lower marginal portions of the fuel bunker side sloping plates that are already in the tender.`

Figs.'6 and 7 illustrate the method of making a Water-tight joint.

Fig. 8 is a transverse'sectional view showing the stoker conduit secured to the locomotive backhead. 'f l In Figure 1 the numeral -10 represents the mounted rigidly in the water compartment of the tender 11 and is water-tight in respect thereto. The trough 10 is composed of two sections, 12 and 13. The forward section 13 vis telescopically mounted in the rearward section 12. The trough 10 connected with the movable locomotive conduit 14 bythe ball joint 15. The movable locomotive conduit 14 is connected to the rigid discharge box 16 by the ball joint 17. -This construction allows for angular movement between the tender and locomotive. As the yboiler expands the forward -section 13 of they trough 10 slides inwardly in the rearward'secv tion 12. As the locomotive travels on a vcurve the'forward section 13 of the trough 10 slides outwardly in the rearward section 12. In the broader aspects of the construction, the movable conduit 14 is considered a unitary conduit section in the sense that it is ynot expansible and contractible and at its rearward end it carries the member 14a of ythe ball joint 15. The complementary member has been described heretofore as the forward trough section 13. This arrangement of the aforesaid parts is important in carrying out one of the objects of the invention.

The'run-of-mine coal falls by gravity from the coal bunker 18 through the'opening 19 into the trough 10, where a conveyor screw 20,-driven from the rear, moves it forward. The large lumps are reduced to a size suitable for proper firing by the screw 20l forcing them against the adjustable crusher 21, described in detail hereafter. The coal is conveyed from the crusher by the screw 20 to an elevating conveyor comprising a plurality of inclined screws 22 and 23 which delivers the coal into the rebox 24 under the firedoor 25. The screws 22 and 23 are inclosed in the movable locomotive conduit 14, and

.connected to each other and to the conveying screw 20 by the 'universal joints 26 and 27, respectively. Thus, a continuous uninterrupted passage of coal from the tender to the jet table b28 having fluid jetnozzles 29 under pressure for distributing the\fuel to all parts of vthe firebed is provided. y

Around the discharge box 16 is a flange 30 and ordinary means, such as studs (Fig. 8), extend through this flange for rigidly securing the discharge box 16 to, the backhead under the iiredoor 25, with clearance provided between the underside of the discharge box and the lower margin of the firing opening in the backhead to admit air for cooling the distributing means. A steam jet 31 is provided' in the opening. and aids in the cooling. The forward portion 32 of the discharge box 16 is renewable so that it is unnecessary to replace the entire box when its forward end burns oi, due to the heat in the rebox. A curved dividing rib 33 is positioned from experiment so that approximately the same amount of coal is fed to the left and right side of the `iet table 28. By use of the manually operated dividing vane 33A a finer regulation of the flow of coal is obtained. The bottom inside surface of the discharge box 16 is substantially in alinement with the bottom inside surface of theI movable locomotive conduit 14 so that the coal will be conveyed to the distributing table 28 without unnecessary pressure and abrasion. By this design, height is gained above the grates withoutgreatly protruding through the cab deck. The passages 34 which are cored in the forward end 32 of the discharge box have suitable pipe and valve connections, of a well-known constructi'on to those skilled in the art and need not be described in detail. The passages 34 extend forward of the inside rebox sheet so that the side jets 35 can be directed to the rear corners of the rebox.

The purpose of providing a plurality of conveying screws in the locomotive conduit 14 is to reduce the angle on the universal L,joint 27 that is necessary if a single straight conveyor screw is used, and to occupy as little space as possible in the locomotive cab. It will be noted in Figure Y `l that the rear conveyor screw 20 bears in the forward section 13, which serves as a renewable wearing member, of the trough 10, the front conpartment.

veyor screw 23 bears in the forward portion of the locomotive conduit 14, and the intermediate screw 22 is'supported by both screws 20 and 23 at its rearward and forward ends respectively, with ample clearance between it and the locomotive conduit 14. This construction will prevent any binding of the screw 22 in the locomotive conduit 14 as the locomotive and tender negotiate curves and cross-overs, which would occur since the universal joint 27 and the ball joint 15 are not always on the same center. On sharp curves, cross-overs and turntables there is considerable swing and drop between the tender and locomotive causing the locomotive conduit 14 to move sideways and vertically through the cab deck 36. To provide for this movement clearance is provided in the deck36 as shown at 37 in Figure 1. A shield 33 covers the movable locomotive conduit 14 and the clearance 37, thus preventing any movable stoker parts in the cab. The shield 38 is corrugated toprevent the locomotive operators from slipping on it.

The rear section 12 of the conveyor trough 10 is preferably made'in one piece although it may be built up of plate and angle irons so that it will form a water-tight compartment within the tender water space. Around the top, on both slides, andvat the rear of the trough section 12, are the flanges 39, 40,and 41, by which the trough is riveted to the tender deck. These flanges are preferably cast integral with the trough and extend outwardly from it but angle irons can be used if desired. It will be noted that a hole 42 is cut in the front sheet 43 large enough to admit the trough into the water com- The flange 44 which extends outwardly around the front of the trough closes the hole 42 and is riveted to the front sheet 43.

Riveting the trough in the tender, as shown in Figure 6, is not sufficient;- to make a Waterv tight joint, and the trough flanges must be calked, as shown in Figure 7, to prevent leakage.

The trough is supported on the oor 45 of the water compartment by the brackets 46. The angle irons 47 are secured to the oor 45 to which the sheets 48, which extend the full width of the tender, are'riveted.I The sheets 49 are cut out to t around the bottom of the trough and are bolted to the sheets 48.

This connection need not be made water-tight. The sheets 48 and the angle irons 47 are secured before the trough is admitted so there will be a sufficient working space. Then all that is necessary to complete the supports after the trough has been inserted in the tender is the bolting of the sheets 49 to the sheets 48. By this construction the entire weight of the coal and Stoker trough is supported on the tender frame. avoids the use of angle irons and brackets necessary to support the weight of the coal in o1'- dinary tender arrangement for stokers. To remove the trough from the tender the bolts in these supports are removed and the rivets in the front flange 44 and in the top flanges 39, 40, and 41 are burnt out.

The brackets 46 act also as baffles for the large volume of water swaying in the tender.

The slide plates 50, 51, and 52, are provided in the trough 10 for preventing the entire length of the screw 20 from being exposed to the coal. These slide plates move on the tracks 53 and 54 that extend along the inside of the trough at the top. It is preferable to cast these tracks integral with the trough but angle irons can be used if desired. The tracks 53 and 54 are interrupted by a series of notches 55 and 56, which prevent the coal dust from binding the slide lplates by permitting it to fall into the trough as the slide plates are moved. By this design the complicated track construction used in present tender practice is eliminated. The slide plates can be positioned so as to make openings for the coal to pour into the trough either at the front, intermediate, or the rear, and at willthe fireman can close the entire conveyor trough and no coal will fall on the conveyor screw.

To the underside of the slide plates 50 and 51 are secured the angle irons 57- and 58 for decreasing the area through which the coal is conveyed and thus preventing the trough from filling with coal at the crusher zone which would bind the screw. On the underside of the forward slide plate 52 is secured an abutment 59 which prevents the slide plate 52 from moving further forward than shown. An opening 60 can be allowed between the slide plates 51 and 52 to permit inspection especially for foreign matter that may get between the night of the conveyor screw and the Crusher 21.

The Crusher 21 rests on two angle irons 6l and 62 which are secured to the sides of the trough and after it has been adjusted to the correct location behind the coal gate it is secured to them. The crushing face 63 is substantially vertical. The slide plate 52 extends rearward of the face 62 of the crusher so that the coal cannot be forced upward. By this construction there is obtained, with a very simply designed crusher, added advantages over a conical crusher, since the coal is often forced upward with a conical crusher. lllhe large lumps of coal lodging against this face serve as a Crusher for one another.

' Ihe driving engine 64 of the Stoker is bolted This to a large flange 65 extending' outwardly at the front of thev trough on one side, and is connected to the stoker drive shaft 66 by the coupling 67, which is inclosed in the housing 68 of the trough. The drive shaft 66 is parallel to the center-line of the trough and is held at the front and rear by the bearings 69 and 70. At the rear of the trough is a four gear reduction which is necessary to obtain the desired speed of the conveyor screw 20. On the end of the drive shaft 66 is the drivey pinion 71 meshing with the intermediate gear 72 'on the intermediate shaft '13. The intermediate pinion 74 on vthe shaft 73 drives the conveyor screw gear '15. The gasket '76 makes a water-tight connection between the trough section 12 and the gear box cover '77. The blind bushings 78, 79, and 81, pressed in the gear box cover and, trough as bearings for the ture and apply, eflicient in operation, and a stoker that! will be agreat advantage tothe f railroads.

I claim as my invention: l

1. In a locomotive having a rebox,and a tender; a Stoker for transferring fuel from the tender to they rebox having exible related conduit sections, one of said sections being rigidly mounted inthe tender, a telescopically mounted member in the forward end of said section, and av conveyor screw in said section rotating in and supported by said member. f

2. In a locomotive having a irebox, and a tender; a stoker 'for transferring fuel from lthe tender to the rebox having flexibly related conduit sections, one f said sections being rigidly mounted in the tender, a telescopically mounted member in said section having an element of a ball and socket joint on its forward end, and a conveyor screw in said section rotating and bearing in said member.

3. In a locomotive having a rebox provided with a backhead having a firing opening therein, a cab having a deck, and a tender provided with a deck; nozzles for producing uid jetsl positioned adjacent said opening, a stoker conduit assuming a general direction forwardly and upwardly from beneath the tender deck to said nozzles and comprising a plurality of conduit sections, at least two of said conduit sections being disposed angularly in relation to each other, said Stoker conduit having a conduit section rigidly attached tothe backhead in communication with said opening and sloping forwardly and upwardly from a point adjacent the cab deck to said nozzles; the open rearward end of said conduit section being substantially above the level of said cab deck, a conduit section rigidly mounted in the tender, an inter- -mediate conduit section flexibly connecting the 'first two named conduit sections, said intermediate conduit section comprising angularly related portions, and a fuel conveyor within said stoker conduit composed of aplurality of screw sections universally jointed together substantially adjacent the bends in saidstoker conduit and extending substantially throughout the entire length thereof.

4. In a locomotive having a cab deck and a'v fireb'ox provided with a backhead having a ring opening therein, and a tender; nozzles for producing fluid jets positioned adjacent said opening, a stoker conduit having a conduit section righiily attached to the backhead in communication with said opening, a conduit section rigidly mounted in the tender, and an intermediate conduity section flexibly connecting the rsttwo named conduit sections and having portions thereof arranged angularly in relation to each other, the junction of the angularly arranged portions of the intermediate conduit section being below the cab deck, the bottom inside surface of the first named conduit'section and the`bottom inside surface of the portion of the intermediate conduit section adjacent its flexible connection with the first named conduit sectionbeing in alinement in the medial vertical plane of ythe stoker conduit, and a fuel conveyor screw within the stoker conduit.

5. In a locomotive having a cab rdeck and a firebox provided with a backhead having a firing opening therein, and a tender; nozzles for producing fluid jets positioned adjacent said opening, a stoker conduit having a conduit section rigidly attached to the backhead in communication with said opening, a conduit section rigidly plurality of screw sections in the intermediate conduit section universally jointed together adjacent the junction of the angularly related portions of the intermediate conduit section.

6. In combination,a locomotive and a tender, a stoker including a conduit section rigidly mounted on the locomotive, a conduit section rigidly mounted on the tender and a unitary conf duit section extending between the aforesaid yrigidly mounted conduit sections at its forward end universally connected to the rst named conduit section and at its rearward end carrying a member of a universal joint, and a complementary universal joint member received by said duit section to slide longitudinally with respect thereto.

7. In combination, a locomotive and atender, a stoker including a conduit section rigidly mounted on the locomotive, a` conduit section rigidly mounted on the tender and a nonextensible unitary conduit section extending between the aforesaid rigidly mounted conduit sections, one end of said unitary conduit section being universally connected to the adjacent end of one of said rigidly mounted conduit sections and the opposite end of said unitary Vcon duit section carrying-a member of a universal joint, and a complementary universal joint member received by said first named member and mounted telescopically with the adjacent end of the other rigidly mounted conduit section to slide longitudinally with respect thereto.

8. In combination, a. locomotivevand a tender,

and a complementary universal joint member received by said rst named joint member and mounted telescopically with the first named conduit section to slide longitudinally with respect thereto. v

NATHAN M. LOWER. 

